Steam-locomotive.



P. CROSTI.

STEAM LOCONIOTIVE.

lAPPLICATION man Nov. so. 1915.

1,236,679; Patented Auf. 14, l1917".

PIETRO CROSTI, OF MILAN, ITALY.

STEAM-LOCOMOTIVE.

Specification of Letters Patent.

Patented Aug. 14, 1917.

Original application filed October 20, 1913, Serial No. 796,254. Divided and this application led November 30, 1915. Serial No. 64,261.

To all whom t may concern:

Be it known that I, PIETRO CRosTi, a lsubject of the King of Italy, residing at Milan, Italy, have invented certain new and useful Improvements in Steam Locomotives, of which the following is a specication.

This invention relates to steam locomotives, and it proposes certain hereinafterdescribed improvements in the construction and arrangement of the propelling or traction mechanism therefor', whereby great regularity of motion, together with D reduced wear upon the parts of the aforesaid mechanism, are obtained.

An embodiment of the invention illustrated in the accompanying drawing, in which t Figure 1 is a general side elevation of the improved locomotive.

Fig. 2 is a plan view. t

Fig. 3 is an enlarged longitudinal section.

According to the present invention, and as represented in said drawing, thereis employed at each end of the locomotive, to effect its propulsion, a group of driving cylinders 1, both groups consisting of the same number of cylinders, two in the construction represented. `These groups are arranged symmetrically with respect tothe geometrical axis of the locomotive, as will be understood from Fig. 2; the piston rods of the cylinders of one group being disposed in longitudinal alinement with those of the other group, and the rods of both groups being disposed nearly in a single horizontal plane, so that the forces acting on said groups of rods will be exerted in nearlyhorizontal directions.

The. driving truck is arranged centrally of the locomotive,and the axles 2 of its front and rear pairs of driving wheels have their cranks so positioned with relation to each other as to neutralize or counterbalance the effect of the alternate action of the two groups ofcylinders, with which latter they are connected by suitable gearing, (shown in dotted lines in Fig. 1). The said truck is articulated to the rigid frame of the locomotive, and where two of such trucks are employed, both of them are articulated to said frame, but are independent of each other.

The boiler is preferably of the-type shown and described in my prior application, Serial No. 796,254, filed October 20, 1913, of which this case is a division, and consists of a pair of cylindrical metallic shells 16, which are arranged horizontally in endwise alinement and above and parallel with the geometrical axis of the locomotive, their confronting inner ends being fixed to the end walls of the enlarged central portion or drum 5 of the boiler. The drum is double-walled, and its inner walls 4 form tube-plates, to which are secured the inner ends of the bundles of tubes 15, disposed within the cylinders 16, the outerpends of the tubes being secured to tube-plates 3, disposed adjacent to the two funnels. Said druin contains the fire-box 6, which is thus common to both cylinders 16, the end walls of the fire-box being constituted by the afore-mentioned tube-plates 4.

The symmetrical construction and arrangement of the boiler, as above described, as well as the symmetrical arrangement of the groups of driving cylinders, with relation to each other and to the geometrical axis of the locomotive, require that the locomotive, whether stationary or in motion, may be easily reached and worked at any point by the engineer or other person or persons in charge, in order to permit it to be driven in both directions. Therefore, to enable the engineer to take his place at the proper end of the locomotive, irrespective of its direction of travel, and, at the saine time, to have ready access to all of the working parts, while still maintaining constant communication with the tender and cars, a continuous or uninterrupted passageway or corridor 38 is provided, which extends entirely around the boiler and is located between the latter and the outer wall 39 of the locomotive, said wall completely inclosing it, as will be understood from Fig. 2. Along wall 39 are positioned symmetrically and with respect to the geometrical axis of the locomotive, the fuel-boxes 40, and the end and side doors 41 and 44, the doors 41 being located in juxtaposition to the two hand wheels or other controlling devices 42, which latter are designed to govern the operation of the two groups of driving cylinders, and are themselves interconnected so that each of them can control the locomotive as a whole. rlhe floor of the passageway is further provided v with doors 43, to permit inspection of the driving gearing, and the wall 39 is provided with suitably-located windows 45.

In the case of a tank-locomotive, the water tanks Will be distributed symmetrically therearound, With respect to its geometrical axis, the tanks communicating With each other.

From the foregoing, it Will be observed that the arrangement of all parts of the locomotive is symmetrical with respect to its geometrical axis, so that the Weight is distributed in a most even manner around the locomotive, and the center of gravity of the latter is maintained upon its aforesaid axis. Also, and more particularly, it is tobe noted that a nicely-adjusted counterbalancing action'of the two groups of driving cylinders 1 is obtainekfhin consequence of which, even running is insured, as Well as attendant decrease inkivear, such Wear as doesoccur being likewise evenly distributed.

I iclaim l as my invention :d

A double-ended steam locomotive having a central'driving truck; a group of horizontal driving cylinders ateach end connected with the adjacentaxle of said truck, each group 'containing the same number of cylinders,

and the cylinders of each group being ar'- ranged parallel With, and symmetrically with relation to, the longitudinal axis of the locomotive; and a pair of devices for controlling the operation of said groups of driving cylinders; the piston rods of the cylinders of one group being disposed in longitudinal alinement With those of they other group, and both groups of rods being disposed nearly in a single horizontal plane, sothat the forces acting on said groupsof rods will 'be exerted in nearly-horizontal direlctions,l the cranks of the axles of said driving truck being' so positioned With respect t'o each other as to counterbalance the effect of the alternate action of said groups.. In testimony whereof I have afiixed my signature in presence of tvvo Witnesses.Y

PIETRO eRosTi.

Witnesses;

B. CARLO SALvo'rI, ILo C: FUNK.

ctpis'ib'f tiii'sfafentxayte brained for five cents each, tlyddfe-ssing the 'coimssibe of Patents, Washigtomi). GL 

